Systems and methods for controlling fuel vapor flow in an engine-driven generator

ABSTRACT

A portable engine-driven system comprising an engine having an air intake passage, a fuel tank operatively coupled to the engine, a valve, and a pressure regulator. The valve may be coupled between the fuel tank and the air intake passage and configured to transition between a first position and a second position. The first position may allow fuel vapor to flow between the fuel tank and the air intake passage and the second position may inhibit the fuel vapor from flowing between the fuel tank and the air intake passage. The pressure regulator may be positioned in line between the fuel tank and the air intake passage.

RELATED APPLICATIONS

This application claims priority to, and is a continuation of U.S.patent application Ser. No. 14/728,062, having a filing date of Jun. 2,2015, (U.S. Publication No. 2015/0267652), which is acontinuation-in-part of U.S. patent application Ser. No. 13/423,980,having a filing date of Mar. 19, 2012, (U.S. Publication No.2012/0240900), (U.S. Pat. No. 9,109,549, issued Aug. 18, 2015), which isincorporated herein by reference, and which claims priority to U.S.Provisional Patent Application No. 61/466,317, having a filing date ofMar. 22, 2011, which is also incorporated herein by reference in itsentirety.

BACKGROUND OF THE INVENTION

Welding is a process that has increasingly become ubiquitous in allindustries. Welding is, at its core, simply a way of bonding two piecesof metal. Larger welding systems can generate a welding current outputin excess of 100 amps, while micro-welding may employ a micro arc undera few amps.

Welding systems may be coupled to the power grid, or use a fuel-poweredengine to drive an electric generator, which in turn generates therequired current for the specific welding operation. The size of theengine and electric generator is dictated by the maximum welding currentoutput rating of the welder. For instance, a welder that is rated togenerate a 300-amp, 33.3 volt arc can require at least 10 kilowatts ofpower to generate such an arc. Indeed, the power source is oftenconfigured to output a higher power (e.g., about 30% higher) than whatis required by the arc to account for power loss that may result from,for example, a weld cable voltage drop. Thus, the engine in such awelder must have sufficient horse power to drive an electric generatorto generate about 13 kilowatts of power so as to supply the maximumwelding current output rating of the welder at any given time.

A liquid fuel is often used as a combustible material to operate theengine of an engine-driven generator. As will be appreciated, fuel vapormay be generated in the fuel tank under normal operating conditions.Certain configurations of engine-driven generators may direct the fuelvapors to a combustion air intake of the engine. When fuel vapors arepresent at the combustion air intake of the engine during shutdown ofthe engine-driven generator, however, the engine-driven generator may“diesel” or “run on.” When this occurs, the engine-driven generator mayoperate undesirably for a period of time (e.g., multiple seconds orminutes). For example, the engine may keep running for a short periodafter being turned off, due to fuel igniting without a spark.

According, the subject disclosure related to a fuel delivery system fora generator, such as those used in conjunction with welders, plasmacutters, and the like. More specifically, the present disclosure relatesto a generator fuel tank employing fuel vapor controlling techniques,thereby improving fuel delivery issues that hinder the industry.

BRIEF SUMMARY

The invention relates to fuel delivery systems for a generator. Morespecifically, the invention relates to a generator fuel tank employingfuel vapor controlling techniques. Systems, methods, and apparatuses areprovided for fuel delivery systems and generator fuel tanks employingfuel vapor controlling techniques in welding equipment, substantially asillustrated by and/or described in connection with at least one of thefigures, as set forth more completely in the claims.

According to a first aspect, an engine-driven generator comprises: anengine having an air intake passage, wherein the engine is configured todrive a generator; a fuel tank operatively coupled to the engine; avalve positioned between the fuel tank and the air intake passage,wherein the valve comprises an inlet, a first outlet, and a secondoutlet, the inlet being configured to receive fuel vapor from the fueltank, the first outlet being configured to provide the fuel vapor to theair intake passage, and the second outlet being configured to providethe fuel vapor to the atmosphere or to a storage container; a pressureregulator positioned in line between the fuel tank and the air intakepassage, wherein the pressure regulator comprises a pressure reliefvalve configured to release fuel vapor between the fuel tank and the airintake passage when a pressure of the fuel vapor reaches a predeterminedthreshold pressure; and a control device configured to transition thevalve between a first position and a second position, wherein the firstposition allows fuel vapor to flow from the fuel tank to the air intakepassage, and the second position inhibits the fuel vapor from flowingfrom the fuel tank to the air intake passage.

According to a second aspect, an engine-driven generator comprises: anengine having an air intake passage, wherein the engine is configured todrive a generator; a fuel tank operatively coupled to the engine; avalve positioned between the fuel tank and the air intake passage; apressure regulator positioned in line between the fuel tank and the airintake passage, wherein the pressure regulator comprises a pressurerelief valve configured to release fuel vapor when a pressure of thefuel vapor reaches a predetermined threshold pressure; and a controldevice configured to transition the valve between a first position and asecond position, wherein the first position allows fuel vapor to flowfrom the fuel tank to the air intake passage and the second positioninhibits the fuel vapor from flowing from the fuel tank to the airintake passage.

According to a third aspect, an engine-driven system comprises: anengine having an air intake passage; a fuel tank operatively coupled tothe engine; a valve coupled between the fuel tank and the air intakepassage, the valve being configured to transition between a firstposition and a second position, wherein the first position allows fuelvapor to flow between the fuel tank and the air intake passage and thesecond position inhibits the fuel vapor from flowing between the fueltank and the air intake passage; and a pressure regulator positioned inline between the fuel tank and the engine, wherein the pressureregulator comprises a pressure relief valve configured to release fuelvapor between the fuel tank and the air intake passage when a pressureof the fuel vapor between the fuel tank and the air intake passagereaches a predetermined threshold pressure.

In certain aspects, the valve may comprise an inlet, a first outlet, anda second outlet, the inlet being configured to receive fuel vapor fromthe fuel tank, the first outlet being configured to provide the fuelvapor to the air intake passage, and the second outlet being configuredto provide the fuel vapor to the atmosphere or to a storage container.

In certain aspects, the pressure regulator is positioned in line betweenthe fuel tank and the valve.

In certain aspects, the pressure regulator is positioned in line betweenthe valve and the air intake passage.

In certain aspects, the air intake passage may be configured to receivethe fuel vapor and provide the fuel vapor to a carburetor.

In certain aspects, the air intake passage may be configured to receivethe fuel vapor and provide the fuel vapor to an electronic fuelinjection system.

In certain aspects, the valve may be configured to be in the firstposition while the engine is operating and to be in the second positionwhile the engine is not operating.

In certain aspects, the predetermined threshold pressure is a positivepressure value less than, or equal to, 3.0 PSI.

In certain aspects, the valve may be configured to transition betweenthe first position and the second position based on a measured oilpressure or a measured voltage.

In certain aspects, the second outlet may be configured to provide thefuel vapor to a storage container.

BRIEF DESCRIPTION OF THE DRAWINGS

The features of the present invention will best be understood from adetailed description of the invention and a preferred embodiment thereofselected for the purposes of illustration and shown in the accompanyingdrawings in which:

FIGS. 1a and 1b illustrate an exemplary manual arc welding system inaccordance with an aspect of this disclosure.

FIG. 1c illustrates an enlarged diagram of an exemplary manual weldingtool.

FIG. 2 illustrates an exemplary robotic arc welding system in accordancewith an aspect of this disclosure.

FIG. 3 illustrates example welding equipment in accordance with anaspect of this disclosure.

FIG. 4 illustrates a pictorial view of an embodiment of a vapor flowcontrol system for controlling fuel vapor flow in an engine-drivengenerator in accordance with aspects of the present disclosure.

FIG. 5a illustrates a block diagram of an embodiment of a system forcontrolling fuel vapor flow in an engine-driven generator using athree-way valve in accordance with aspects of the present disclosure.

FIG. 5b illustrates a block diagram of a first embodiment of a systemfor controlling fuel vapor flow and pressure in an engine-drivengenerator using a three-way valve in accordance with aspects of thepresent disclosure.

FIG. 5c illustrates a block diagram of a second embodiment of a systemfor controlling fuel vapor flow and pressure in an engine-drivengenerator using a three-way valve in accordance with aspects of thepresent disclosure.

FIG. 6 illustrates a block diagram of an embodiment of an engine-drivengenerator system having a control device to transition a valve forcontrolling fuel vapor flow in accordance with aspects of the presentdisclosure.

FIG. 7 illustrates a flow chart of an embodiment of a method forcontrolling fuel vapor flow in an engine-driven generator system inaccordance with aspects of the present disclosure.

DETAILED DESCRIPTION

The present disclosure is directed to systems, methods, and apparatusesfor delivering fuel to a generator. More specifically, the presentdisclosure is directed to a generator employing fuel vapor controllingtechniques. Preferred embodiments of the present invention will bedescribed hereinbelow with reference to the figures of the accompanyingdrawings. Like reference numerals are used throughout the drawings todepict like or similar elements. In the following description,well-known functions or constructions are not described in detail, sincesuch descriptions would obscure the invention in unnecessary detail.

For the purpose of promoting an understanding of the principles of theclaimed technology and presenting its currently understood, best mode ofoperation, reference will be now made to the embodiments illustrated inthe drawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of theclaimed technology is thereby intended, with such alterations andfurther modifications in the illustrated device and such furtherapplications of the principles of the claimed technology as illustratedtherein being contemplated as would typically occur to one skilled inthe art to which the claimed technology relates.

As used herein, the word “exemplary” means “serving as an example,instance, or illustration.” The embodiments described herein are notlimiting, but rather are exemplary only. It should be understood thatthe described embodiments are not necessarily to be construed aspreferred or advantageous over other embodiments. Moreover, the terms“embodiments of the invention,” “embodiments,” or “invention” do notrequire that all embodiments of the invention include the discussedfeature, advantage, or mode of operation.

As utilized herein the terms “circuits” and “circuitry” refer tophysical electronic components (i.e. hardware) and any software and/orfirmware (“code”) which may configure the hardware, be executed by thehardware, and or otherwise be associated with the hardware. As usedherein, for example, a particular processor and memory may comprise afirst “circuit” when executing a first set of one or more lines of codeand may comprise a second “circuit” when executing a second set of oneor more lines of code. As utilized herein, “and/or” means any one ormore of the items in the list joined by “and/or”. As an example, “xand/or y” means any element of the three-element set {(x), (y), (x, y)}.In other words, “x and/or y” means “one or both of x and y”. As anotherexample, “x, y, and/or z” means any element of the seven-element set{(x), (y), (z), (x, y), (x, z), (y, z), (x, y, z)}. In other words, “x,y and/or z” means “one or more of x, y and z”. As utilized herein, theterm “exemplary” means serving as a non-limiting example, instance, orillustration. As utilized herein, the terms “e.g.” and “for example” setoff lists of one or more non-limiting examples, instances, orillustrations. As utilized herein, circuitry is “operable” to perform afunction whenever the circuitry comprises the necessary hardware andcode (if any is necessary) to perform the function, regardless ofwhether performance of the function is disabled or not enabled (e.g., byan operator-configurable setting, factory trim, etc.).

Referring to FIGS. 1a and 1b , an example manual welding equipment 110is shown in which an operator 102 is wearing welding headwear 104 andwelding a workpiece 106 using a welding tool 108 (e.g., a torch) towhich power or fuel is delivered by welding equipment 110 via conduit118 (for electrical welding, ground conduit 120 provides the returnpath). The welding equipment 110 may comprise a power or fuel source(generally referred to as a “power supply”), optionally a source of aninert shield gas and, where wire/filler material is to be providedautomatically, a wire feeder.

The welding equipment 110 of FIGS. 1a and 1b may be configured to cutmaterial (e.g., as a plasma cutter) or form a weld joint 112 by any, forexample, electric welding techniques (such as shielded metal arc welding(SMAW), more commonly known as stick welding), metal inert gas welding(MIG), flux cored arc welding (FCAW) tungsten inert gas welding (TIG),and resistance welding. TIG welding may involve no external filler metalor may involve manual, automated or semi-automated external metalfiller. Optionally in any embodiment, the welding equipment 110 may bearc welding equipment that provides a direct current (DC) or alternatingcurrent (AC) to a consumable or non-consumable electrode 114 (bettershown in, for example, FIG. 1b ) of a welding tool 108 (e.g., a torch),which may be a TIG torch, a MIG torch, a flux cored torch (commonlycalled a MIG “gun”), or a stick electrode holder (commonly called a“stinger”).

In operation, the electrode 114 delivers the current to the point ofwelding on the workpiece 106. In the welding equipment 110, the operator102 controls the location and operation of the electrode 114 bymanipulating the torch 108 and triggering the starting and stopping ofthe current flow via, for example, a trigger 124. When current isflowing, an arc 116 is developed between the electrode 114 and theworkpiece 106. The conduit 118 and the electrode 114 thus delivercurrent and voltage sufficient to create the electric arc 116 betweenthe electrode 114 and the workpiece 106. The arc 116 locally melts theworkpiece 106 and welding wire (or rod) supplied to the weld joint 112(the electrode 114 in the case of a consumable electrode, or a separatewire or rod in the case of a non-consumable electrode) at the point ofwelding between electrode 114 and the workpiece 106, thereby forming aweld joint 112 when the metal cools. A plasma cutter operates in asimilar fashion. Specifically, an inert, or semi-inert, gas is blown athigh speed out of a nozzle 128, while an electrical arc is formedthrough that gas from the nozzle 128 to the workpiece 106 being cut,turning some of that gas to plasma. The plasma is hot enough to melt theworkpiece 106 being cut and moves fast enough to blow molten materialaway from the cut. FIG. 1c illustrates an enlarged diagram of anexemplary manual welding tool 108, specifically, a torch. Asillustrated, a manual welding tool generally comprises a handle 122, atrigger 124, a conductor tube 126, and a nozzle 128 at the distal end ofthe conductor tube 126. Applying pressure to the trigger 124 (i.e.,actuating the trigger) initiates the welding (or cutting, whereapplicable) process, whereby output power is provided, and the wirefeeder 214, and/or the gas supply 216 are activated as needed. Incertain aspects, in lieu of a human operator 102, a robot 202 (e.g., arobotic arm) may control the location and operation of the electrode114. An example of such an arrangement is illustrated in FIG. 2, whichillustrates an exemplary robotic arc welding system 200 in accordancewith an aspect of this disclosure. In the welding system 200, the robot202 controls the location and operation of the electrode 114 bymanipulating the welding tool 108 and triggering the starting andstopping of the current flow.

FIG. 3 illustrates a portable engine-driven welding equipment 110 havinga generator 302 drivingly coupled to an engine 304 in a single enclosure306 in accordance with an exemplary embodiment of the present technique.While the engine-driven welding equipment 110 of the subject isdescribed as being portable and configured within a single enclosure306, the subject teachings shall not be limited to portableengine-driven power supplies, but rather, may be applied to stationaryand/or larger engine-driven power supplies, such as those that are usedin connection with robotic arc welding system 200.

As discussed in detail below, the welding equipment 110 may employdevices for controlling fuel vapor flow. For example, the weldingequipment 110 may employ devices that allow fuel vapor to flow to theengine 304 while the engine 304 is operating, and inhibit fuel vaporfrom flowing to the engine 304 while the engine 304 is not operating.Therefore, “dieseling” may be reduced and/or eliminated by blocking fuelvapors from flowing to the engine 304 at undesired times. As will beappreciated, the disclosed embodiments may be used in a variety ofelectromechanical systems, including welding systems, non-weldingsystems, motor-generator systems, and so forth.

The single enclosure 306 may include multiple functionalities in oneportable system to improve productivity and reduce space consumption.Specifically, the welding equipment 110 is configured to outputelectrical power for a variety of applications, including welding,cutting, battery charging, jump starting, and so forth. Moreover, thewelding equipment 110 includes intelligence (e.g., logic in softwareand/or hardware) to adjust the outputs based on various feedback of thewelding equipment 110, and any external devices, receiving theelectrical power from the power supply module (e.g., engine 304). Forexample, the welding equipment 110 does not randomly provide outputpower for welding and/or charging, but rather the welding equipment 110analyzes various parameters, executes various logic, and intakes sensedfeedback to make an intelligent decision regarding the output.

In some embodiments, however, the welding equipment 110 may provideoutput power without adjustment or analysis of any parameters orfeedback. The enclosure 306 may comprise a front panel 308, a rear panel20, a right side 312, and a left side 314, all engaging a base 316 tocomplete the enclosure 306. The enclosure 306 protects, inter alia, theengine 304 and the generator 302 from dust, debris, and rough handling.The enclosure 306 also reduces noise and helps to cool the engine 304 bypreventing hot air recirculation via a cool air inlet 318 on the frontpanel 308 by pulling air through the interior volume of the enclosure306. In certain embodiments, the rear panel 310 may also include an airinlet for air intake and/or exhaust flow.

A control system regulates the electrical power supplied by thegenerator 302 and allows for it to be used for a welding process and/orauxiliary power to other devices or tools. The control circuitrycomprises circuitry (e.g., a microcontroller and memory) operable toprocess data from the operator interface, the generator 302, one or moresensors, the wire feeder, and/or the gas supply; and to output dataand/or control signals to the operator interface, the generator 302, thewire feeder, and/or the gas supply.

The front panel 308 may provide an operator interface, which maycomprise electromechanical interface components (e.g., screen, speakers,microphone, buttons/switches, touchscreen, cameras, voice recognition orhand gesture recognition input device, an industrial personal computer(IPC) or programmable logic controller (PLC), barcode scanner, etc.) andassociated drive circuitry. The operator interface may generateelectrical signals in response to operator input (e.g., screen touches,button/switch presses, voice commands, remote sensor input, etc.).Driver circuitry of the operator interface may condition (e.g., amplify,digitize, etc.) the signals and communicate them to the controlcircuitry. The operator interface may generate audible, visual, and/ortactile output (e.g., via speakers, a display, and/ormotors/actuators/servos/etc.) in response to signals from the controlcircuitry. In certain aspects, one or more components of the operatorinterface may be positioned on the welding tool and/or, whereby controlsignals from the one or more components are communicated to the controlcircuitry via conduit 218 or via a network.

In one embodiment, the front panel 308 may include various indicators320 to provide feedback to the user. For example, the indicator 320 mayinclude an LCD to display voltage, amperage, air pressure, and the like.Further, in some embodiments, a user input 322 may include a touchscreen, knobs, and/or buttons configured for a mode of operation, anoutput level or type, etc. For instance, the user input 322 may includea dial rotatable to select a mode of operation, such as a DC weld, an ACweld, a battery charge, or a tool operation. Embodiments of the frontpanel 308 include any number of inputs and outputs, such as weldingmethods, oil pressure, oil temperature, and system power.

A power supply comprises circuitry for generating (or otherwiseproviding) power to be delivered to a welding electrode via conduit 118.The welding equipment 110 may comprise, for example, one or moregenerators, voltage regulators, current regulators, switch mode powersupplies, and/or the like. The voltage and/or current output by thepower supply may be controlled by a control signal from the controlcircuitry. In an exemplary embodiment, the power supply comprises anengine 304 and a generator 302, where the engine 304 provides outputpower (e.g., a mechanical output) to drive the welding generator 302. Incertain embodiments, the power from the engine 304 operates thegenerator 302 via a drive shaft. The drive shaft may be directly orindirectly coupled to one or more driven mechanisms. For example, anindirect coupling may include a belt and pulley system, a gear system,or a chain and sprocket system. In the present embodiment, the driveshaft couples directly to the generator 302. However, either arrangementcan be used for the connection between the engine 304 and the generator302.

In an embodiment, the engine 304 may include a combustion engine poweredby gas or diesel, liquefied petroleum (LP) fuel, natural gas, or otherfuel, and driving one or more drive shafts. For example, the engine 304may include an industrial gas/diesel engine configured to outputanywhere from about 9 horsepower (Hp) to about 30 Hp, or more.Generally, the weight of such an engine 304 may vary with the size andHp rating of the engine 304. For example, a 23 Hp engine may weighapproximately 100 lbs., whereas a similar 9 Hp engine may weigh lessthan approximately 50 lbs. Thus, the portable welding equipment 110 maybenefit from the use of a smaller engine 304.

As discussed previously, embodiments may include a generator 302 coupledto the engine 304. Thus, the generator 302 may convert the power output(e.g., mechanical energy) of the engine 304 to an electrical power.Generally, the generator 302 includes a device configured to convert arotating magnetic field into an electrical current (e.g., AC generator).The generator 302 includes a rotor (the rotating portion of thegenerator) and a stator (the stationary portion of the generator). Forexample, the rotor of the generator 302 may include the rotating driveshaft of the engine 304 disposed in a single stator configured to createan electrical current (e.g., welding current) from the rotation of themagnetic field. In an embodiment, the generator may include a four-polerotor and three-phase weld output configured to provide beneficialwelding characteristics. Further, the generator 302 may include aplurality of independent winding sections in the rotors and/or stators,such that the generator 302 is configured to output multiple electricaloutputs having different characteristics. For example, the generator 302may include a first section configured to drive a welding current to awelder and a second section configured to drive a current for other ACoutputs. In some embodiments, multiple generators 12 may be connected tothe drive shaft. In an example implementation, the power supply maycomprise circuitry for measuring the voltage and/or current on theconduit 118 (at either or both ends of the conduit 118) such thatreported voltage and/or current is an actual value and not simply anexpected value based on calibration.

As depicted in FIG. 3, the enclosure 306 may include various accesspanels to enable servicing, repair, and so forth. For example, a sideaccess panel 324 may be configured to attach to opposite sides of theenclosure 306. The top of the enclosure 306 may include an access panelor hatch 326, which may be both rotatable between open and closedpositions above the components of the power supply module 304. The tophatch 326 can rotate open to enable access to the engine 304. Similarly,the side access panel 324 can rotate open to enable access to the engine304, oil filter, spark plugs, etc.

The illustrated welding equipment 110 also includes various externalconnections 328. The external connections 328 may include variousoutlets and couplers configured to provide access to the electricalpower generated by the power supply module 304. For example, theexternal connections 328 may include an AC power output and a DC poweroutput, which may be coupled to various devices and tools. For example,the AC power output may provide auxiliary power to various devices ortools integrated within or coupled to the power supply module 304. TheDC power output can be coupled to various welding and cutting tools,such as a welding torch. The welding devices may receive current fromthe generator 302 via the external connections 328. As will beappreciated, the torch may include various welding devices, such as aTIG (tungsten inert gas) torch, a MIG (metal inert gas) gun, or a plasmacutting torch. The welding equipment 110 may also include welding cableconnecting the torch to the external connections 328. Further, thewelding equipment 110 may include other components necessary foroperation of a welding device, such as a wire feeder, a shielding gassupply, and/or any other component, or combination thereof. The weldingequipment 110 also includes a fuel tank that holds fuel to be providedto the engine 304. The fuel tank includes an opening for adding fuel tothe fuel tank. A fuel cap 330 is used to cover the opening of the fueltank and may be used to vent fuel vapor. For example, the fuel cap 330may include a pressure relief valve for releasing fuel vapor whenpressure within the fuel tank exceeds a threshold pressure. The fuel capmay include a check valve to allow air into fuel tank 402 when apressure within the fuel tank 402 is negative.

In certain aspects, the welding equipment 110 may further comprise awire feeder module, a gas supply module, and/or a communicationinterface circuitry operatively coupled to an antenna and/or acommunication port. The gas supply module is configured to provide gas(e.g., shielding gas) via conduit 118 for use during the welding orcutting process. Shielding gases are generally inert, or semi-inert,gases used in several welding processes, most notably gas metal arcwelding and gas tungsten arc welding (e.g., MIG and TIG). A purpose ofshielding gases is to protect the weld area from oxygen, and moisturecontaining hydrogen. Depending on the materials being welded, theseatmospheric gases can reduce the quality of the weld or make the weldingmore difficult. The gas supply module may comprise an electricallycontrolled valve for controlling the rate of gas flow. The valve may becontrolled by a control signal from control circuitry (which may berouted through the wire feeder, or come directly from the controlcircuitry). The gas supply module may also comprise circuitry forreporting the present gas flow rate to the control circuitry. In termsof plasma cutters, the gas supply module may be configured to providegas for cutting purposes. In an example implementation, the gas supplymodule may comprise circuitry and/or mechanical components for measuringthe gas flow rate such that the reported flow rate is an actual flowvalue and not simply an expected flow value based on calibration,thereby providing increased reliability and accuracy.

The wire feeder module may be configured to deliver a consumable wireelectrode to the weld joint 112. The wire feeder module may comprise,for example, a spool for holding the wire, an actuator for pulling wireoff the spool to deliver to the weld joint 112, and circuitry forcontrolling the rate at which the actuator delivers the wire. Theactuator may be controlled based on a control signal from the controlcircuitry. The wire feeder module may also comprise circuitry forreporting the present wire speed and/or amount of wire remaining to thecontrol circuitry. In an example implementation, the wire feeder modulemay comprise circuitry and/or mechanical components for measuring thewire speed, such that reported speed is an actual speed, and not simplyan expected value based on calibration, thereby providing increasedreliability. For TIG or stick welding, the wire feeder module may not beused (or may not even be present in the welding equipment 110).

FIG. 4 illustrates a pictorial view of an embodiment of a vapor flowcontrol system 400 for controlling fuel vapor flow in the engine-drivenwelding equipment 110 (or in any engine-driven system, such as portableengine-driven systems). The vapor flow control system 400 includes afuel tank 402 for holding fuel 404 (e.g., generally liquid fuel) that isprovided to the engine 304 and is used to power the engine 304. As willbe appreciated, fuel vapor of the fuel 404 may collect in and contact anupper portion 406 (e.g., vapor space) of the fuel tank 402. The upperportion 406 may act as an accumulator for fuel vapor. In certainembodiments, the volume of the upper portion 406 may be approximately 5to 20% of the total fuel tank 402 volume. The fuel cap 330 covers anopening used for filling the fuel tank 402 with the fuel 404. To inhibitfuel vapor from freely flowing into the atmosphere, the fuel cap 330 maygenerally seal the opening (e.g., the fuel cap 330 may not includeapertures that allow fuel vapor to freely flow out of the fuel tank402). A neck tube 408 may extend from the fuel cap 330 and may be usedto help determine the recommended amount of liquid fuel 404 in the fueltank 402 to allow for thermal expansion of the fuel 404.

A valve 410 may be used to direct fuel vapor from the fuel tank 402(e.g., the upper portion 406 of the fuel tank 402) to the engine 304. Asillustrated, the valve 410 may be coupled to the upper portion 406 ofthe fuel tank 402. Further, a hose 412 couples the valve 410 to an airintake 414 of the engine 304. The engine 304 may combust fuel vapor fromthe fuel tank 402 and inhibit the fuel vapor from being vented (e.g.,escaping from the vapor flow control system 400) to the atmosphere, suchas while the engine 304 is operating. For example, the valve 410 may beclosed (e.g., to inhibit fuel vapor from flowing to the engine 304)while the engine 304 is not operating and the valve 410 may be opened(e.g., to enable fuel vapor to flow to the engine 304) while the engine304 is operating. When in the closed position, the valve 410 may simplyshut off all vapor flow between the fuel tank 402 and the engine 304(i.e., using a two-way valve arrangement), or, in the alternative, mayredirect the vapor to the atmosphere or a storage container (i.e., usinga three-way valve arrangement). The valve 410 may be any suitable valveand may be controlled by any suitable controlling mechanism of theengine-driven welding equipment 110. Suitable two-way and three-wayvalve arrangements are described in commonly owned U.S. PatentPublication No. 2012/0240900, which was filed Mar. 19, 2012 and isentitled “Systems and Methods for Controlling Fuel Vapor Flow in anEngine-Driven Generator.”

In certain embodiments, the fuel cap 330 may include a pressure reliefportion to relieve vapor pressure buildup in the fuel tank 402, such asfor times while the engine 304 is not operating and a two-way valvearrangement is employed. In other embodiments, the valve 410 may alsoinclude a pressure relief portion to relieve vapor pressure buildup inthe fuel tank 402. When a three-way valve arrangement is employed,however, vapor pressure buildup in the fuel tank 402 may be relieved viapressure regulator 526. As described, the vapor flow control system 400may be used to provide fuel vapor to the engine 304 when desired.Accordingly, fuel vapor may be inhibited from flowing to the engine 304at undesirable times (e.g., such as while shutting off the engine-drivenwelding equipment 110). Therefore, undesirable behavior, such as“dieseling” may be reduced and/or eliminated.

FIG. 5a illustrates a block diagram of an embodiment of a vapor controlsystem 500 a for controlling fuel vapor flow in the engine-drivenwelding equipment 110 using a three-way valve 410 that directly enablesflow from the inlet port 506 to the relief port 510, or from the inletport 506 to the outlet port 508. As illustrated, the valve 410 includesa default position 514 and a controlled position 516. In the defaultposition 514, fuel vapor may flow between the fuel tank 402 and theexternal outlet 512, while fuel vapor flow between the fuel tank 402 andthe engine 304 is blocked. In the controlled position 516, fuel vapormay flow between the fuel tank 402 and the engine 304 (e.g., from thevalve inlet 506 to the valve outlet 508), while fuel vapor flow betweenthe fuel tank 402 and the external outlet 512 is blocked. Specifically,fuel vapor may flow through the valve 410 and the hose 412 to the airintake 414 of the engine 304. In certain aspects, fuel vapor may flowfrom the air intake 414 to a carburetor of the engine 304. In otheraspects, fuel vapor may flow from the air intake 414 to an electronicfuel injection system of the engine 304.

Force applied by a spring 502 holds the valve 410 in the defaultposition 514. The force of the spring 502 may be overcome by energizinga solenoid 504 to transition the valve 410 to the controlled position516. As will be appreciated, as long as the solenoid 504 is energized,the valve 410 will be held in the controlled position 516. The solenoid504 may be energized by any suitable device of the engine-drivengenerator 110, as explained in detail below. A valve inlet 506 and avalve outlet 508 allow the fuel vapor to flow through the valve 410(e.g., when the valve 410 is in the controlled position 516).

The valve 410 may be configured to be in the default position 514 whilethe engine 304 is not operating. Further, the valve 410 may beconfigured to be in the controlled position 516 while the engine 304 isoperating. Accordingly, pressure will not generally build within thefuel tank 402 while the engine 304 is operating because the valve 410 isin the controlled position 516. Therefore, the three-way valve 410 willgenerally operate (continue to pass fuel vapor) while the engine 304 isnot operating and the valve 410 is in the default position 514. In sucha configuration, fuel vapor may selectively be directed to either theexternal outlet 512 or the engine 304 without pressure buildup withinthe vapor control system 500 a.

FIG. 5b illustrates a block diagram of a first embodiment of a vaporcontrol system 500 b with pressure regulation for controlling fuel vaporflow and pressure in the engine-driven welding equipment 110 using athree-way valve 410 that directly enables flow from the inlet port 506to the relief port 510, or from the inlet port 506 to the outlet port508. The welding equipment 110 may direct fuel vapor to be used forengine 304 combustion while the engine 304, or welding equipment 110, isoperating. In certain aspects it is useful to maintain a predeterminedpressure in the fuel tank 402 while the engine 304 is operating. Toaccomplish this, a pressure regulator 526 may be positioned in seriesbetween the fuel tank 402 and the three-way valve 410 such that thepressure in the tank 402 may be a positive value. In certain aspects, anorifice may be provided to facilitate pressure regulation.

This configuration allows the fuel vapors to be directed to the engine304 when running and solves engine run-on by blocking vapor to theengine 304 and directing vapor to atmosphere when the engine 304 isturned off. This configuration has an added benefit of improving fueldelivery to the engine 304 by using vapor pressure via a pressureregulating scheme to create an increased pressure in the fuel tank 402.This creates a pressure differential between the fuel tank 402 andengine 304 that effectively pushes the fuel 404 to the engine 304.Pushing the fuel 404 to the engine 304 eliminates fuel delivery issues,such as vapor lock, which is a result of fuel being “pulled” to theengine 304 by a fuel pump.

Pressure regulation, however, in the fuel tank 402 remains necessary soas not to overpressure the fuel tank 402 and also to ensure enoughpressure is present to provide the necessary fuel delivery benefit.Pressure regulation can be achieved with the three-way valve 410 byincorporating a pressure regulator 526 to perform the regulation, suchas an umbrella valve, reed valve, or other pressure regulating device,or by configuring the three-way valve 410 to act as a pressure regulatorwhen directing vapor to the engine 304. As a result, when the pressurein the fuel tank 402 or the line between the fuel tank 402 and thethree-way valve 410 exceeds a predetermined value, the pressureregulator 526 mitigates the pressure by releasing some of the excessfuel vapor.

In certain aspects, a check valve 528 may be provided in parallel withthe pressure regulator 526 to allow air (e.g., from the atmosphere, orelsewhere) into the fuel tank 402 when a pressure within the fuel tank402 (i.e., tank pressure) is negative. For example, if the fuel is notsufficiently vaporizing (often with cold temperatures) as the fuel leveldrops, air may enter the fuel tank 402 to maintain, for example,atmospheric pressure (or another predetermined pressure, such as apositive pressure) in the fuel tank 402.

The pressure regulator 526 may comprise, for example, a pilot line 522,a pressure relief valve 524, and a spring 518. In operation, fuel vaporpressure may flow through a pilot line 522, but when the force appliedvia the pilot line 522 is greater than the force applied by a spring518, fuel vapor may be released from the fuel tank 402 to, for example,an external outlet, which may be an opening to the atmosphere or aconnection to a storage container used to store fuel vapor. As will beappreciated, the pressure relief valve 526 may provide enhanced safetyto the system 58 to inhibit excessive pressure buildup within the fuelline while maintaining a desired pressure in the fuel tank 402. Forexample, the pressure relief valve 526 may be configured to vent orrelease fuel vapor when pressure within the fuel line between the fueltank 402 and the three-way valve 410 exceeds a safety threshold.

In certain circumstances, such welding equipment 110 may comply withregulatory agency requirements (e.g., Environmental Protection Agency(EPA)). Further, the welding equipment 110 as described herein maydecrease or eliminate the occurrence of fuel vapor accumulation withinthe welding equipment 110. In addition, the occurrence of “dieseling” or“engine run on” conditions may be decreased or eliminated. More broadly,the three-way valve 410 and pressure regulator 526 may be separate, butplaced in series to accomplish a desired configuration.

FIG. 5c illustrates a block diagram of a second embodiment of a vaporcontrol system 500 c with pressure regulation for controlling fuel vaporflow and pressure in the engine-driven welding equipment 110 using athree-way valve 410 that directly enables flow from the inlet port 506to the relief port 510, or from the inlet port 506 to the outlet port508. As illustrated, the valve 410 includes a default position 514 and acontrolled position 516. In certain aspects, pressure regulation may beperformed on the output of the three-way valve 410 in the port leadingto the engine 304. Thus, as illustrated, in lieu of positioning thepressure regulator 526 between the fuel tank 402 and the three-way valve410 (as illustrated in FIG. 5b ), the pressure regulator 526 may bepositioned between the three-way valve 410 and the engine 304.

The pressure regulator 526 may be configured to release fuel vaporbetween the valve 410 and the fuel tank 402 (or the valve 410 and theair intake passage of the engine 304) when a pressure of the fuel vaporat the pressure regulator reaches a first threshold pressure, while thevalve 410 positioned between the air intake passage of the engine 304and the fuel tank 402 may be configured to enable release of fuel vaporwhen the pressure of the fuel vapor in the fuel tank reaches a secondthreshold pressure. In certain aspects, the valve 410 may permit ahigher threshold pressure than the pressure regulator 526. For example,the pressure regulator 526's pressure relief valve 524 may be configuredto vent or release fuel vapor when pressure (e.g., within the fuel tank402 or within the line) exceeds a predetermined threshold pressure(e.g., a safety threshold), which may be a positive pressure value suchas 0.5, 1.0, 3.0, or 5.0 PSI. The valve 410, however, may be configuredto vent or release fuel vapor at a higher threshold pressure of, forexample, between 5.0 and 10.0 PSI. Accordingly, if the pressure reliefvalve 524 does not release fuel vapor when expected, the valve 410 mayoperate as a backup pressure relief to inhibit over-pressurization fromoccurring. Alternatively, a pilot may be added to the valve.

FIG. 6 is a block diagram of an embodiment of an engine-driven generatorsystem 600 having a control device 602 to transition the valve 410 forcontrolling fuel vapor flow. The control device 602 may be configured tocause the valve 410 to change between a default and controlled positionin order to control the flow of fuel vapor between the fuel tank 402 andthe engine 304. For example, the control device 602 may be configured toenable fuel vapor flow between the fuel tank 402 and the engine 304 inany of the following conditions: while the engine 304 is operating,while a key is inserted into an ignition switch, while an ignitionswitch is turned to an operating state, while an oil pressure is greaterthan a threshold pressure, while an engine temperature is greater than athreshold temperature, and so forth. Accordingly, a number of switches,sensors, and/or other devices may be used to actuate the valve 410, suchas an oil pressure switch that measures oil pressure, or an electricalcircuit that provides a measured voltage at a given time, which may beused to detect the presence of a predetermined voltage (e.g., an enginecharging voltage, a generator voltage, etc.) or a predeterminedfrequency (e.g., an engine charging frequency, a generator frequency,etc.). The control device 602 may include any suitable hardware and/orsoftware. For example, the control device 602 may include one or moreprocessors, memory devices, storage devices, executable code, circuitry,or any combination thereof.

When the control device 602 determines that the valve 410 should beswitched from the default position to the controlled position, thecontrol device 602 may close a switch 604 (e.g., in other embodiments,the control device 602 may open the switch 604). It should be noted thatthe switch 604 may be any type of suitable switching device (e.g., aphysical switch, a solid state device, etc.). With the switch 604closed, a circuit 606 connected to the solenoid 504 becomes complete.Accordingly, a voltage from a voltage source 608 is applied to thesolenoid 504 to energize the solenoid 504 and change the position of thevalve 410. As will be appreciated, the solenoid 504 may be de-energizedby opening the switch 604 of the control device 602. As such, thecontrol device 602 may control when fuel vapor may flow between the fueltank 402 and the engine 304.

FIG. 7 is a flow chart of an embodiment of a method 700 for controllingfuel vapor flow in the engine-driven generator welding equipment 110.The engine-driven generator welding equipment 110 may be configured totransition the valve 410 to a first position (e.g., controlled position516) when the engine 304 begins operating (block 702). In the firstposition, fuel vapor may flow between the fuel tank 402 and the airintake 414 of the engine 304. In certain embodiments, the valve 410 maybe transitioned to the first position when an oil pressure of the engine304 or an ignition switch of the welding equipment 110 indicates thatthe engine 304 is operating. Furthermore, the engine-driven generatorwelding equipment 110 may be configured to transition the valve 410 to asecond position (e.g., default position 514) when the engine 304 stopsoperating (block 704). In the second position, fuel vapor may be blockedor inhibited from flowing between the fuel tank 402 and the air intake414 of the engine 304.

The present methods and systems may be realized in hardware, software,or a combination of hardware and software. The present methods and/orsystems may be realized in a centralized fashion in at least onecomputing system or in a distributed fashion where different elementsare spread across several interconnected computing systems. Any kind ofcomputing system or other apparatus adapted for carrying out the methodsdescribed herein is suited. A typical combination of hardware andsoftware may include a general-purpose computing system with a programor other code that, when being loaded and executed, controls thecomputing system such that it carries out the methods described herein.Another typical implementation may comprise an application specificintegrated circuit or chip. Some implementations may comprise anon-transitory machine-readable (e.g., computer readable) medium (e.g.,FLASH drive, optical disk, magnetic storage disk, or the like) havingstored thereon one or more lines of code executable by a machine,thereby causing the machine to perform processes as described herein.

The foregoing description and accompanying figures illustrate theprinciples, preferred embodiments, and modes of operation of theinvention. However, the invention should not be construed as beinglimited to the particular embodiments discussed above. Additionalvariations of the embodiments discussed above will be appreciated bythose skilled in the art. Therefore, the above-described embodimentsshould be regarded as illustrative rather than restrictive. Accordingly,it should be appreciated that variations to those embodiments can bemade by those skilled in the art without departing from the scope of theinvention as defined by the following claims.

All documents cited herein, including journal articles or abstracts,published or corresponding U.S. or foreign patent applications, issuedor foreign patents, or any other documents are each entirelyincorporated by reference herein, including all data, tables, figures,and text presented in the cited documents.

What is claimed is:
 1. An engine-driven generator comprising: an enginehaving an air intake passage, wherein the engine is configured to drivea generator; a fuel tank operatively coupled to the engine; a valvepositioned between the fuel tank and the air intake passage, wherein thevalve comprises an inlet, a first outlet, and a second outlet, the inletbeing configured to receive fuel vapor from the fuel tank, the firstoutlet being configured to provide the fuel vapor to the air intakepassage, and the second outlet being configured to provide the fuelvapor to the atmosphere or to a storage container; a pressure regulatorpositioned in line between the fuel tank and the air intake passage tomaintain a non-negative pressure in said fuel tank, wherein the pressureregulator comprises a pressure relief valve to release fuel vaporbetween the fuel tank and the air intake passage when a pressure of thefuel vapor reaches a predetermined threshold pressure; and a controldevice to transition the valve between a first position and a secondposition, wherein the first position allows fuel vapor to flow from thefuel tank to the air intake passage, and the second position inhibitsthe fuel vapor from flowing from the fuel tank to the air intakepassage.
 2. The engine-driven generator of claim 1, wherein the valve isconfigured to be in the first position while the engine is operating andto be in the second position while the engine is not operating.
 3. Theengine-driven generator of claim 1, wherein the valve is configured totransition between the first position and the second position based on ameasured oil pressure or a measured voltage.
 4. The engine-drivengenerator of claim 1, wherein the second outlet is configured to providethe fuel vapor to a storage container.
 5. An engine-driven generatorcomprising: an engine having an air intake passage, wherein the engineis configured to drive a generator; a fuel tank operatively coupled tothe engine; a valve positioned between the fuel tank and the air intakepassage; a pressure regulator positioned in line between the fuel tankand the air intake passage to maintain a non-negative pressure in saidfuel tank, wherein the pressure regulator comprises a pressure reliefvalve to release fuel vapor when a pressure of the fuel vapor reaches apredetermined threshold pressure; and a control device to transition thevalve between a first position and a second position, wherein the firstposition allows fuel vapor to flow from the fuel tank to the air intakepassage and the second position inhibits the fuel vapor from flowingfrom the fuel tank to the air intake passage.
 6. The engine-drivengenerator of claim 5, wherein the valve comprises an inlet, a firstoutlet, and a second outlet, the inlet being configured to receive fuelvapor from the fuel tank, the first outlet being configured to providethe fuel vapor to the air intake passage, and the second outlet beingconfigured to provide the fuel vapor to the atmosphere or to a storagecontainer.
 7. The engine-driven generator of claim 5, wherein thepressure regulator is positioned in line between the fuel tank and thevalve.
 8. The engine-driven generator of claim 5, wherein the pressureregulator is positioned in line between the valve and the air intakepassage.
 9. The engine-driven generator of claim 5, wherein the airintake passage is configured to receive the fuel vapor and provide thefuel vapor to a carburetor.
 10. The engine-driven generator of claim 5,wherein the air intake passage is configured to receive the fuel vaporand provide the fuel vapor to an electronic fuel injection system. 11.The engine-driven generator of claim 5, wherein the valve is configuredto be in the first position while the engine is operating and to be inthe second position while the engine is not operating.
 12. Theengine-driven generator of claim 5, wherein the predetermined thresholdpressure is a positive pressure value less than, or equal to, 3.0 PSI.13. The engine-driven generator of claim 5, wherein the valve isconfigured to transition between the first position and the secondposition based on a measured oil pressure or a measured voltage.
 14. Theengine-driven generator of claim 6, wherein the second outlet isconfigured to provide the fuel vapor to a storage container.
 15. Anengine-driven system comprising: an engine having an air intake passage;a fuel tank operatively coupled to the engine; a valve coupled betweenthe fuel tank and the air intake passage, the valve being configured totransition between a first position and a second position, wherein thefirst position allows fuel vapor to flow between the fuel tank and theair intake passage and the second position inhibits the fuel vapor fromflowing between the fuel tank and the air intake passage; and a pressureregulator positioned in line between the fuel tank and the engine tomaintain a non-negative pressure in said fuel tank, wherein the pressureregulator comprises a pressure relief valve configured to release fuelvapor between the fuel tank and the air intake passage when a pressureof the fuel vapor between the fuel tank and the air intake passagereaches a predetermined threshold pressure.
 16. The engine-driven systemof claim 15, wherein the pressure regulator is positioned in linebetween the fuel tank and the valve.
 17. The engine-driven system ofclaim 15, wherein the pressure regulator is positioned in line betweenthe valve and the air intake passage.
 18. The engine-driven system ofclaim 15, wherein the predetermined threshold pressure is a positivepressure value less than, or equal to, 3.0 PSI.
 19. The engine-drivensystem of claim 15, wherein the valve is configured to transition to thefirst position when the engine begins operating and to transition to thesecond position when the engine is not operating.
 20. The engine-drivensystem of claim 15, wherein the valve is configured to transitionbetween the first position and the second position based on a measuredoil pressure or a measured voltage.